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EP1304576A2 - Procédé de surveillance de l'état d'une roue d'un véhicule automobile - Google Patents

Procédé de surveillance de l'état d'une roue d'un véhicule automobile Download PDF

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Publication number
EP1304576A2
EP1304576A2 EP02015262A EP02015262A EP1304576A2 EP 1304576 A2 EP1304576 A2 EP 1304576A2 EP 02015262 A EP02015262 A EP 02015262A EP 02015262 A EP02015262 A EP 02015262A EP 1304576 A2 EP1304576 A2 EP 1304576A2
Authority
EP
European Patent Office
Prior art keywords
wheel
correction
deviation
step size
signal
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP02015262A
Other languages
German (de)
English (en)
Other versions
EP1304576A3 (fr
Inventor
Serge Vos
Wolfgang Zimprich
Markus Wimmer
Marcus Jautze
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Bayerische Motoren Werke AG
Original Assignee
Bayerische Motoren Werke AG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Bayerische Motoren Werke AG filed Critical Bayerische Motoren Werke AG
Publication of EP1304576A2 publication Critical patent/EP1304576A2/fr
Publication of EP1304576A3 publication Critical patent/EP1304576A3/fr
Withdrawn legal-status Critical Current

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Classifications

    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01P—MEASURING LINEAR OR ANGULAR SPEED, ACCELERATION, DECELERATION, OR SHOCK; INDICATING PRESENCE, ABSENCE, OR DIRECTION, OF MOVEMENT
    • G01P21/00—Testing or calibrating of apparatus or devices covered by the preceding groups
    • G01P21/02—Testing or calibrating of apparatus or devices covered by the preceding groups of speedometers
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C23/00—Devices for measuring, signalling, controlling, or distributing tyre pressure or temperature, specially adapted for mounting on vehicles; Arrangement of tyre inflating devices on vehicles, e.g. of pumps or of tanks; Tyre cooling arrangements
    • B60C23/06—Signalling devices actuated by deformation of the tyre, e.g. tyre mounted deformation sensors or indirect determination of tyre deformation based on wheel speed, wheel-centre to ground distance or inclination of wheel axle
    • B60C23/061—Signalling devices actuated by deformation of the tyre, e.g. tyre mounted deformation sensors or indirect determination of tyre deformation based on wheel speed, wheel-centre to ground distance or inclination of wheel axle by monitoring wheel speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C23/00—Devices for measuring, signalling, controlling, or distributing tyre pressure or temperature, specially adapted for mounting on vehicles; Arrangement of tyre inflating devices on vehicles, e.g. of pumps or of tanks; Tyre cooling arrangements
    • B60C23/06—Signalling devices actuated by deformation of the tyre, e.g. tyre mounted deformation sensors or indirect determination of tyre deformation based on wheel speed, wheel-centre to ground distance or inclination of wheel axle
    • B60C23/061—Signalling devices actuated by deformation of the tyre, e.g. tyre mounted deformation sensors or indirect determination of tyre deformation based on wheel speed, wheel-centre to ground distance or inclination of wheel axle by monitoring wheel speed
    • B60C23/062—Frequency spectrum analysis of wheel speed signals, e.g. using Fourier transformation
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01P—MEASURING LINEAR OR ANGULAR SPEED, ACCELERATION, DECELERATION, OR SHOCK; INDICATING PRESENCE, ABSENCE, OR DIRECTION, OF MOVEMENT
    • G01P3/00—Measuring linear or angular speed; Measuring differences of linear or angular speeds
    • G01P3/42—Devices characterised by the use of electric or magnetic means
    • G01P3/44—Devices characterised by the use of electric or magnetic means for measuring angular speed
    • G01P3/48—Devices characterised by the use of electric or magnetic means for measuring angular speed by measuring frequency of generated current or voltage
    • G01P3/481—Devices characterised by the use of electric or magnetic means for measuring angular speed by measuring frequency of generated current or voltage of pulse signals
    • G01P3/489—Digital circuits therefor

Definitions

  • the present invention relates to a method for monitoring the condition of a wheel of a motor vehicle according to the preamble of claim 1 and a corresponding device.
  • An essential task when monitoring the condition of a wheel of a motor vehicle consists in determining a rotational speed.
  • the state of the art is a starting point for determining the Speed of rotation of a motor vehicle wheel using the existing one Hardware of wheel slip control systems, such as an anti-lock braking system ABS, an anti-slip control with traction control ASC + T and others.
  • a sensor preferably cooperates inductively a sender wheel that is rigidly connected to the wheel.
  • the encoder wheel has a number of usually 48 almost equidistant Teeth for generating an electrical output signal, evaluated as a measure of the instantaneous speed of rotation of the wheel becomes. It is e.g. the fact that one Pressure loss of a wheel is an increase in the speed of rotation on a Tire diameter reduction based. This is the output signal of the sensor into a substantially rectangular pulse signal reshaped, a respective duration of the individual pulses being measured becomes.
  • DE 197 35 313 A1 describes a method for determining a rotational speed which is used to evaluate higher-frequency components in the wheel speed signal in order to identify a loss of tire pressure.
  • a weighted average value between a current value of the duration and a previous value is determined.
  • the time between two rising edges of a square-wave signal is measured by pulse width measurement, by counting pulses of a significantly higher-frequency signal, and buffered as counter reading ⁇ i .
  • the counter readings ⁇ i are read out at fixed times T i and made available to the further development environment. If several counter readings are recorded within one calculation cycle, an average value is formed.
  • Its reciprocal value is an absolute measure of the rotational speed of the wheel. The larger the counter reading, the lower the speed of rotation. In this way, the width of each tooth of the pulse wheel is detected by means of a high-frequency pulsating oscillating crystal and temporarily stored in a buffer.
  • the buffer is read out and an average value is formed from the counter readings that have arrived.
  • a current value and a previous value are each a certain step size apart or they are at a certain time interval from one another.
  • the comparison values are symmetrical to a value currently to be evaluated, as will be described with reference to an illustration in the drawing.
  • a correction factor is determined from each deviation between the duration of a current value and a respective mean value. Due to the rigid coupling of the sensor wheel with the tire and a synchronization between the evaluation algorithm and an angular position of the vehicle wheel, there is a fixed assignment between a respective tooth of the sensor wheel and a correction factor. Systematically recurring errors are to be eliminated by the respective correction factors, reference being made to the content of DE 197 35 313 A1 itself for details of this known method and for exemplary embodiments.
  • a method according to the invention is distinguished by this from that a step size of the correction process to an error order a fault is adjusted to the reliability of the adjusted measurement results to increase.
  • the present invention is based on the finding based on the fact that faults can be classified according to regulations.
  • disorders usually consist of partial disorders of different types Orders together, being in a basic model of the present invention a mathematical breakdown of a real physical interference signal according to Fourier is made.
  • a maximum Period length of systematic disturbances of a wheel tire is therefore given by the simple circumferential length of the tire due to a fixed assignment to the teeth of the pulse encoder wheel.
  • a fundamental vibration In order to describes a first-order disturbance, in reality it is an eccentricity error or axis offset, a fundamental vibration. Second and higher order errors represent the harmonics of this fundamental vibration.
  • the Influence of the adjustment of a step size on a respective fault or Fault code is described below with reference to the illustrations of the Drawing explained in detail.
  • At least two different step sizes are preferred j applied in combination.
  • a vivid one The reason for this selection is again based on the description an embodiment and with reference to figures of the Drawing will be given. On the surprising dominance of certain Fault codes and the relatively small means to eliminate them will be discussed in detail at this point. The following applies to motorcycles Corresponding, so that this is not dealt with separately.
  • filtering is carried out to reduce the influence of external interference.
  • a newly calculated current factor ⁇ ij is preferably filtered with an event-triggered filter according to a PT 1 structure in each revolution of the wheel in order to obtain an improved correction factor k i as a result.
  • a unit according to the invention can be used using a Method and a corresponding device for a wide Application area to be adjusted. It is advantageously under Use of the computing capacity of already known microprocessors Brake and / or traction control systems a wheel monitoring in a time slot of approx. 5 that was not used by previous systems ms length performed.
  • the speed signal for the wheel slip control systems indicates processing according to an inventive Process a significantly improved compared to the prior art Quality on.
  • the device accordingly comprises a sensor S with an output signal MS.
  • the sensor S is connected to a signal converter W for outputting a pulse signal I.
  • the pulse signal I is then present at an input of a unit A ( ⁇ i ) for determining the errors ⁇ i per tooth i.
  • the correction factors k i serve for an optimized determination of a speed v of the wheel.
  • a conclusion can be drawn about a pressure p inside the tire, since a drop in pressure causes a reduction in the diameter and therefore an increasing rotational speed and a shift in the characteristic chassis frequencies.
  • the correction factors k i are permanently assigned to a respective tooth i of the pulse generator wheel, so that, for example, a stone in the profile of the tread of a wheel can be recognized and removed as part of a workshop maintenance.
  • conclusions about tire defects or weak points can be drawn on the basis of stored long-term data.
  • the systematic deviations of the wheel speed detection are do not have a pure sinusoidal shape.
  • the one tuned to a sine deviation Correction method will therefore not be able to do the whole
  • the fourth harmonic is based on the principle of the 12th correction method.
  • any temporary or extended but periodic function can be developed through a series of sine and cosine terms, follows first an overview of the possible deviations of the first and higher Order.
  • the counter readings are displayed for one revolution, together in one Image with their mean.
  • the deviations must be on the middle Counter reading can be corrected, and the arrow indicates the direction of the corrective action on. Need different deviations in the meter readings therefore other step sizes of the correction procedure due to the deviation.
  • a correction method with step size j according to the above formula is able to eliminate a periodic deviation of the mth even order. This equation even applies to first and third order deviations, see FIGS. 4a and c.
  • a deviation of the fifth order can be corrected taking into account non-integer step sizes, which would mean weighted averaging between two supporting counter readings. Taking even higher frequencies into consideration does not currently appear to make sense, so that the formula given is generally used for the fault orders considered here.
  • the unit of rotation speed is shown in rev / s (rev / sec).
  • the current current calculation of the rotational speed is carried out using a much faster rate than the frequency of the influences to be examined.
  • a simulation model of the wheel speed detection is set up.
  • n is the number of teeth on the pulse wheel
  • f counter is the counter frequency.
  • the counter readings will be roughly the same size. It is important that the synchronization between ring gear and index is maintained. After the counter readings have been calculated based on the above-mentioned proportions in the rotational speed, the systematic deviations of the pulse wheel are impressed.
  • the non-uniformity of the pulse wheel used in the test vehicle mainly consists of a combined deviation of the first and fourth order.
  • an additional positive individual deviation is stamped on the tooth with index 25, with two smaller ones on either side next to it.
  • the percentage total deviation of the impulse wheel is shown by the solid line in FIGS. 5a and 5b, FIG. 5b, analogous to the illustration in FIG. 5a, showing a comparison of an impressed deviation and the deviation recorded by a method according to the invention.
  • the figure above clearly shows that the one-step correction method is primarily suitable for filtering out first-order deviations.
  • the rotational speed signal is from the Measurement measurement falsified in such a way that a reasonable evaluation of the useful signal becomes impossible, see Fig. 6b. Without correction method one is unable to control the characteristic frequencies of the undercarriage can be taken from the rotational speed signal under all circumstances.
  • the first-order rotational frequency can be adjusted with the single-stage correction method can be almost completely smoothed, but it remains receive disruptive influences of higher orders. An evaluation in The area of the torsional vibration of the tire is predominantly made more difficult not impossible.
  • the two-stage correction method brings the required Signal quality, see Figure 6d.
  • the output signal of the Correction method there is already a clean rotation speed signal after 4 s with the clearly highlighted useful portion of the imprinted 12 Hz Sinusoidal signal. Because of the averaging over all within one Calculation cycle recorded counter readings, in this case 5 per 5 ms, is additional the influence of noise suppressed. There is a result that can be evaluated even better than the original physical Raw signal according to Fig. 6a.
  • FIG. 3 shows a digital filter for the calculation of correction factors.
  • the current factor ⁇ ij recalculated in each revolution is followed up with an event-triggered filter with a PT 1 structure Fig. 3 filtered. Without this long-term smoothing of the correction factor, an oscillation excited by the road in the signal of the wheel speed would otherwise be interpreted as a systematic deviation of the impulse wheel, and would be filtered out of the desired useful signal.
  • the n 48 factors ⁇ i are recalculated every revolution N according to this equation.
  • the value ⁇ i is used as the input variable for the filter.
  • the factor a determines the time constant of the filter and specifies what percentage contribution the factor ⁇ i just calculated has to the correction factor k N, i , which is ultimately used to correct the detected counter reading.
  • the filtering converges to the individual deviation of the impulse wheel, so it is stable.
  • the factor a is adjusted taking into account the stability requirement derived previously. At the beginning, a small value a ensures a rapid settling to the correct k value.
  • the factor a is increased, which means that short-term influences from disruptions or the like become less important and are therefore not so much included in the correction factors at the moment. This increases the resolution and accuracy of the characteristic frequency calculation.
  • an essential starting point for the acquisition of the counter readings is that the order in which the counter readings arrive is retained and the synchronization between the evaluation algorithm and the current angular position of the wheel is maintained, so that a fixed assignment between a respective tooth i and a correction factor is maintained k i exists.
  • a dynamic imbalance is also on attributed to an uneven mass distribution, but with respect to the center plane perpendicular to the axis of rotation, through the center of gravity of the wheel leads.
  • a dynamic imbalance tends to also when turning increasing speed, ever increasing tilting or tumbling motion.
  • the outer sign is a noticeable flutter of the steering wheel, therefore in itself a significant reduction in driving comfort.
  • Not just an asymmetrical one Mass distribution leads to non-uniformity, even discontinuities in the radial spring stiffness, eccentricities of the bearing, Manufacturer tolerances, assembly errors and external influences during driving affect irregularity.
  • the multi-stage correction method proposed above not only delivers a rotational speed signal v which is spared from the interfering influences, but also valuable information regarding the systematic deviations of the wheel and therefore also about the non-uniformity.
  • the above-mentioned method for detecting a loss of tire pressure the systematic errors in speed detection are eliminated.
  • Each tooth of the impulse wheel is compared to its deviation assigned to the setpoint.

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  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Mathematical Physics (AREA)
  • Measuring Fluid Pressure (AREA)
  • Control Of Electric Motors In General (AREA)
EP02015262A 2001-09-28 2002-07-09 Procédé de surveillance de l'état d'une roue d'un véhicule automobile Withdrawn EP1304576A3 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE10148093A DE10148093A1 (de) 2001-09-28 2001-09-28 Radkontrollsystem
DE10148093 2001-09-28

Publications (2)

Publication Number Publication Date
EP1304576A2 true EP1304576A2 (fr) 2003-04-23
EP1304576A3 EP1304576A3 (fr) 2008-02-27

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EP02015262A Withdrawn EP1304576A3 (fr) 2001-09-28 2002-07-09 Procédé de surveillance de l'état d'une roue d'un véhicule automobile

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US (1) US6959234B2 (fr)
EP (1) EP1304576A3 (fr)
DE (1) DE10148093A1 (fr)

Families Citing this family (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20060116799A1 (en) * 2002-08-27 2006-06-01 Continental Teves Ag & Co. Ohg Method for monitoring chassis functions and chassis components
US8209081B2 (en) * 2008-06-09 2012-06-26 Ford Global Technologies Minimizing wheel speed and acceleration errors
FR2988848B1 (fr) * 2012-03-28 2016-03-11 Renault Sas Perfectionnement de la mesure de vitesse de rotation d'une roue
DE102013014198A1 (de) 2013-08-23 2015-02-26 Wabco Gmbh Verfahren und Vorrichtung zum Ermitteln einer fehlerhaften Parametrierung von Radumfängen
JP6197847B2 (ja) * 2015-10-02 2017-09-20 コベルコ建機株式会社 ハイブリッド建設機械の旋回制御装置
US11148689B2 (en) * 2017-04-17 2021-10-19 Transportation Ip Holdings, Llc Vehicle monitoring system
US20190066405A1 (en) * 2017-08-22 2019-02-28 GM Global Technology Operations LLC Method and system for detecting a road impact event and for diagnosing abnormalities in chassis components
CN111190029B (zh) * 2019-12-20 2022-02-18 福建福清核电有限公司 一种核电厂汽动泵转速传感器交叉比较的系统及方法
CN111619578A (zh) * 2020-04-10 2020-09-04 宁波吉利汽车研究开发有限公司 车辆运动状态的确定方法、装置、车载终端及存储介质
DE102020204974A1 (de) * 2020-04-20 2021-10-21 Robert Bosch Gesellschaft mit beschränkter Haftung Verfahren und Vorrichtung zum Bestimmen einer Drehfrequenz eines Rads
DE102020205587A1 (de) * 2020-05-04 2021-11-04 Robert Bosch Gesellschaft mit beschränkter Haftung Verfahren und Steuergerät zum Erkennen einer Fahrzeugbewegung eines Fahrzeugs

Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19735313A1 (de) * 1997-08-14 1999-02-18 Bayerische Motoren Werke Ag Verfahren zur Ermittlung von geschwindigkeitsunabhängigen Frequenzen eines Nutzsignalanteils

Family Cites Families (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5541859A (en) * 1993-03-23 1996-07-30 Nippondenso Co., Ltd. Speed detecting apparatus for rotating body
US6014599A (en) * 1996-08-29 2000-01-11 Denso Corporation Tire abnormality sensor
US6266594B1 (en) * 1997-04-23 2001-07-24 Kabushiki Kaisha Toyoda Jidoshokki Seisakusho Body swing control apparatus for industrial vehicles

Patent Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19735313A1 (de) * 1997-08-14 1999-02-18 Bayerische Motoren Werke Ag Verfahren zur Ermittlung von geschwindigkeitsunabhängigen Frequenzen eines Nutzsignalanteils

Also Published As

Publication number Publication date
EP1304576A3 (fr) 2008-02-27
US20030093240A1 (en) 2003-05-15
DE10148093A1 (de) 2003-04-17
US6959234B2 (en) 2005-10-25

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